Brake flush machine with ordered cylinder extraction

ABSTRACT

A brake fluid flush machine is adapted to simultaneously supply fresh brake fluid and vacuum used brake fluid in a vehicles braking system while controlled by a processor to allow a single worker to complete the fluid exchange operation. The automatic brake fluid exchange machine comprises a used fluid tank, a new fluid tank, a manifold connectable to four secondary brake cylinders corresponding to a front driver&#39;s side wheel, a front passenger&#39;s side wheel, a rear driver&#39;s side wheel, and a rear passenger&#39;s side wheel, a suction pump connecting the manifold to said used fluid tank for draining used brake fluid from said four secondary brake cylinders, a pressure pump connecting the new fluid tank to the master cylinder, and a processor. The processor is configured to control the fluid exchange by sequentially opening and closing valves that couple the four secondary brake cylinders with the suction pump, where the valve connected to the rear passenger&#39;s side cylinder is first opened and then closed, followed by opening and closing of the valve connected to the rear driver&#39;s side cylinder, followed by the opening and closing of the valve connected to the front passenger&#39;s side cylinder, and then opening and closing of the valve connected to the front driver&#39;s side cylinder.

FIELD OF THE INVENTION

The present invention is directed to the field of automotive servicemachines, and more particularly to a machine for flushing andreplenishing brake fluid in a braking system.

BACKGROUND OF THE INVENTION

Hydraulic braking systems are prevalent among many current vehiclesincluding passenger vehicles. Such braking systems have a mastercylinder that holds a brake fluid, and auxiliary cylinders connected themaster cylinder to each wheel's dedicated cylinder via a brake line.When the brake pedal of an automobile is actuated, a piston in themaster cylinder translates to displace hydraulic brake fluid in theprimary cylinder, which in turn forces brake fluid through the brakelines to the auxiliary cylinders at each wheel. The brake fluid in thebrake lines is pressurized and imparts a hydraulic force actuating theauxiliary cylinders, which in turn forces a brake pad against the brakedrum or rotor of the automobile's wheel. The frictional force of thebrake pad against the drum or rotor resists rotation of the wheelsthemselves, thereby decelerating or stopping the vehicle. Circulatingbrake fluid can additionally lubricate pistons, cylinders, seals andvalves within the brake system.

In order to operate in a variety of conditions, brake fluid ispreferably characterized by a high boiling temperature and a lowfreezing temperature. Moisture in the brake line can form ice at lowtemperatures that can lead to a loss of fluid flow. Unwanted waterabsorbed into the brake fluid leads to a reduced boiling temperature andthe formation of ice, which causes poorer brake performance.Contamination is also an issue for effective operation of the brakingsystem, where breakdown of the fluid can lead to premature wear ofpiston seals, hoses and other parts. Additionally, oxidation of thebrake fluid upon exposure to air can result in a reduced boilingtemperature. Additionally the additive packages used in brake fluids toreduce oxidation, foaming and corrosion are denigrated by the presenceof moisture.

Because the introduction of unwanted moisture and contaminants in thebraking system is unavoidable, automobile manufactures recommend thatautomotive brake fluid should be replaced and the brake system flushedof contaminants when the moisture level in the brake fluid exceeds apredetermined threshold, when contamination is present, or when thehydraulic fluid's inhibitor package has deteriorated.

Brake fluids for passenger vehicles are usually clear, volatile,water-soluble liquids comprised of a mixture of several alcohols such asglycols, although Silicone-based brake fluids are also known. Throughuse, brake fluid can become discolored due to contamination from dirtand disintegrating rubber seals. Furthermore, as the brake fluid absorbsmoisture from the air, its boiling point is lowered and corrosion mayinitiate inside the brake system. A reduced boiling point can result inthe brake fluid boiling under extreme conditions such as a long downhillstretch of intermittent braking. Bubbles in the brake fluid due toboiling reduce the brake effectiveness because gas is very compressibleas compared with fluid, and thus the force applied by the pressurizedbrake fluid in the brake lines is lessened as the amount of gas in thesystem increases.

Particulate matter such as airborne dust and rubber seal fragments canalso collect within the fluid filled brake lines preventing propersealing of valves within the braking system. To remove water andcontaminants the brake fluid is periodically removed and replaced withnew brake fluid, thereby restoring the brake fluid's preferredtemperature range, corrosion resistance and braking efficiency. However,care must be taken to prevent exposure to air by the fresh brake fluid.Brake fluid exposed to ambient air can absorb moisture resulting in animmediate loss of the brake fluid's effectiveness. Typically, the entirehydraulic fluid is drained from the brake system and replaced with newfluid, the whole operation being carried out in an open-air environmentwhereby the fluid is exposed to the atmosphere as the brake system isbeing drained and new fluid is added. Unfortunately this known methodcan release pollutants into the air and exposes the operator topotentially harmful fluids and vapors.

Prior art brake fluid exchange machines typically required two workersto complete the job. A first worker would start the engine and pump thebrake pedal while the second worker monitored the fluid exchange machineas it vacuumed the old fluid and then pumped in the new fluid. The jobtypically took up to thirty minutes and was not cost effective in thattwo workers must be present for essentially the entire job. Moreover,the brake fluid exchange process did not account for the varying lengthsof brake line, adding inefficiencies and undue delays in the fluidexchange process. Thus, there is a need in the industry for an automatedbrake fluid replacement system that connects to the braking system of avehicle and allows a single worker to complete the task in less timethan previous systems.

SUMMARY OF THE INVENTION

The present invention is an automatic brake fluid exchange machine thatconnects to a hydraulic braking system for simultaneous fluid exchangeof the braking system. Old, used brake fluid is vacuumed out of thesystem simultaneously while fresh, new brake fluid is supplied to thesystem. A vacuum pump is connected to each bleed screw of the designatedwheel braking elements and the anti-lock braking system element tovacuum out old brake fluid while a pressure pump delivers new brakefluid to the master cylinder of the hydraulic system. A processorcontrols the pump and also controls the operation of five solenoidvalves connecting the vacuum pump via five separate fluid lines to thefour wheel brake elements and the anti-lock brake cylinder. The fiveseparate fluid lines each attach to the bleeder screw of the four wheelbrake elements and the ABS hook-up through a five valve manifold thatindividually opens and closes each valve using, for example, a solenoid.

The processor manipulates the vacuum pump and manifold valves in orderto extract old fluid from the brake system in a predetermined order,beginning with the longest path between the master cylinder and therespective brake element (rear passenger wheel), and ending with theshortest path (front driver wheel), followed by the ABS element. Inaddition to the predetermined order of the old fluid extraction, theprocessor controls the timing of the fluid extraction based on thedistance to the master cylinder, such that the rear wheel brake elementshave a longer fluid extraction period due to the greater quantity oftotal fluid in the line, as compared with the short line between themaster cylinder and the front driver wheel. Each line has a successivelyshorter flush period coinciding with shorter fluid lines containing lessfluid to flush. This feature saves time and new fluid, because the eachline is subjected only to the necessary flushing period to extract theold fluid without delaying or flushing new fluid entering the system.

These and other features and advantages of the invention will becomeapparent from the following detailed description, taken in conjunctionwith the accompanying drawings which illustrate, by way of example, thefeatures of the invention

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an elevated perspective view of a first preferred embodimentof the present invention;

FIG. 2 is an enlarged front view of the control panel of the embodimentof FIG. 1;

FIG. 3 is a schematic of the plumbing system and processor of theembodiment of FIG. 1; and

FIG. 4 is a flow chart of the operation of the embodiment of FIG. 1.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 illustrates an automatic brake flush machine according to theteachings of the present invention. The brake machine is a combinationof plumbing components (pumps, tubing, valves) and electrical components(processors, electrical cables, display equipment) enclosed in a durableplastic housing. The housing 10 includes a platform 100 with four casterwheels 105 that allow the machine to be rolled quickly into position asneeded to service the vehicle. On the platform 100 is a cabinet 110 thatencloses a twenty quart waste fluid tank 70, a seven quart new fluidtank 20, an electrical system powered by a twelve volt battery such asthose found in most passenger vehicles, a vacuum pump 55, a pressurepump 30, and a five valve solenoid 95 for controlling the extraction ofwaste fluid from the cylinders of the respective wheels and the ABSsystem 60.

The cabinet 110 includes a podium 120 having a column 130 and controlarea 140. The controls for operating the machine and the sight glassesto evaluate the progress of the fluid exchange process are located onthe control area 140. FIG. 2 illustrates the face plate on the controlarea 140, comprising an illuminated status diagram 150 to track theprogress of the fluid exchange operation, five separate sight glasses160 to visually check the transformation of the used fluid to freshfluid, and buttons for operating the machine manually rather thanautomatically. Said buttons include a master cylinder pressure button162 for detecting leaks around the master cylinder cap, an anti-lockbrake cylinder button 164 for removing brake fluid from the ABSreservoir, a forward axel start button 166 for initiating withdrawal ofthe used fluid from the front brake axel cylinders, and rearward axelstart button 168 for initiating withdrawal of the used fluid from therear brake cylinders. An “add fluid/drain new tank” button 172 activatesthe pressure pump to force new fluid from the new fluid tank, whichcould be used to top off the system or to evacuate the new fluid tank. A“remove fluid” button 174 actuates the vacuum pump to withdraw fluidthrough any of the attached fluid lines. A “drain waste tank” button 176can be used to evacuate the used fluid tank in the machine, and a“prime” button 178 is used to prime the pumps for operation. Finally, anoversized “stop” button 180 terminates the operation of the machine.

A schematic 185 of the vehicle brake system is present on the controlarea 140 overlaying LED lights that show the cylinder being drainedduring the fluid exchange operation. That is, the rear passengercylinder LED illuminates as that cylinder is evacuated, and then therear driver cylinder LED illuminates and so on. Information/Warning LEDlights 188 also are found on the control area 140, including anindicator for the ABS fluid exchange, a warning light when the wastetank is full, a warning when the new fluid tank is empty, and anindicator light showing the machine is operation. In addition, aseparate sight glass 160 is provided for each fluid line connecting thevacuum pump to the rear passenger wheel, the rear driver wheel, thefront passenger wheel, the front driver wheel, and the ABS system. Asthe fluid exchange process proceeds, the fluid is pumped through thesight glass for visual inspection. The fluid in the sight glass willinitially reflect the dark, murky color reflecting the oxidized usedfluid and then gradually change to a reddish clearer color indicative ofnew, unoxidized brake fluid. Beneath the control area 140 is a circuitboard coupled to a processor for controlling the operation of themachine, including pressure sensitive switches beneath the buttons onthe control area that translate the user's physical depressing of thebuttons into commands for the processor.

The housing also includes five lines 75 of approximately fifteen feetthat allow the machine to connect with the four bleeder valves of therespective wheel cylinders and the ABS system if present. FIG. 3 is aschematic of the fluid line connections of the present system. A newfluid tank 20 within the housing 10 is connected by a fluid conduit 205to the pressure pump 30, which forces fresh brake fluid from the newfluid tank 20 to the master cylinder 210 of the vehicle to be serviced.A pressure sensor 215 measures the fluid pressure in the master cylinder210 and communicates the pressure to the processor of the brake machine.On the other side of the system, the four cylinders 50 of the vehiclebrake system and the ABS reservoir 60 are connected to the vacuum pump85 through fluid conduits 75 and 80. The fluid conduits 75 eachterminate at a five way multi-valve manifold 95 which opens and closesusing a solenoid. Each fluid path through the multi-valve solenoid 95leads to a respective cylinder of the brake system or the ABS reservoirif present. The processor of the brake machine controls the opening andclosing of the manifold by actuating the solenoid, which therebycontrols the sequence of the fluid withdrawal from the brake system. Themanifold 95 is connected to the vacuum pump 55 via fluid conduit 80, andthe vacuum pump 55 evacuates the used fluid to the used fluid tank 70 inthe brake machine via fluid conduit 98.

The sequence of the brake fluid exchange using the present inventionwill now be described. First, the new fluid tank 20 is filled with freshbrake fluid and the used fluid tank 70 is drained of any left over usedfluid from a previous operation. Suction hose 75 connecting the ABSreservoir to the manifold 95 is removed and connected to the mastercylinder 210, and after depressing the “remove fluid” button 174 on thecontrol area 140 the used fluid in the master cylinder is substantiallyremoved (although it is important not to remove all of the fluid toensure air bubbles are not introduced into the system). The “stop”button 180 is used to terminate the draining process. The fluid conduit205 is then connected to the master cylinder 210 using an appropriateadapter.

The master cylinder pressure button 162 is depressed to verify that noleaks are present around the master cylinder cap, where the brake systemis thusly pressurized to allow the bleeder screws on the respectivecylinders to be opened safely without introducing air through thebleeder screw. With the master cylinder connected to the machine, thevehicle is then raised on a hydraulic stand and the fluid conduits 75are connected to each bleeder fittings for the brake cylinders. Thebleeder screws are opened approximately one quarter turn until fluidflows into the respective fluid lines 75. The user than returns to themachine and depresses the “forward start” or “rearward start” buttondepending on the selected mode, whereupon the machine will automaticallycycle through the four brake cylinders without further intervention bythe user. At each stage, the LED on the control panel will illuminatecorresponding to the respective cylinder being evacuated.Simultaneously, new fluid is pumped to the master cylinder to maintainequilibrium in the system. A worker can leave the fluid exchange machineto pump the brakes as required to expel fluid trapped in the cylindersand promote a more complete fluid exchange, while the machineautomatically goes through the ordered sequence of cylinder fluidremoval. Once the fluid exchange is complete, the bleeder screws areclosed and the hoses are disconnected, whereupon the vehicle is loweredfrom the stand. The master cylinder adapter is removed and the fluidconduit 205 is removed from the master cylinder. Adjustments to thefluid level, either removing or adding fluid, can be completed using theappropriate buttons. The vehicle is then started and the brake pedal ischecked to verify brake pressure.

Turning to FIG. 4, the flowchart for the processor's logic isillustrated. The cycle start step 400 is followed by the activation ofthe pressure pump 30 at steps 405 and step 410, and the activation ofthe vacuum pump 55 at step 415. At this point, the user selects eitherthe forward axel start button or the rearward axel start button at step420 leading to two branches depending upon the selection. If therearward axel start button is depressed, the passenger rear brakecylinder is evacuated in step 425, followed by the evacuation of thedriver rear brake cylinder in step 430. The front passenger brakecylinder is evacuated in step 435 and the driver front brake cylinder isdrained in step 440. Alternately, if the forward axel start button isdepressed then the passenger rear brake cylinder is drained in step 445followed by the driver front brake cylinder in step 450, followed instep 455 by the driver rear cylinder and concluding with the passengerfront brake cylinder in step 460.

A decision is then determined in step 470 whether the ABS system isenabled, and the ABS is drained in 475 if the determination is in theaffirmative. The pumps are deactivated in step 480 and the flashingindicator light on the control panel is activated in step 485, beforethe program concludes in step 490.

The brake machine of the present invention works on a time function foradding and removing brake fluid simultaneously from the braking system.On the pressure side, the pump 30 supplies new fluid to the brake mastercylinder reservoir, where a pressure switch 215 regulates the operationof the pump 30 and ensures that there are no leaks in the system. At thesame time, the suction side of the operation incorporates five separatefluid lines designated PF, PR, DF, DR, and ABS. These service lines areeach attached to their respective bleeder screws at the four corners ofthe vehicle's brake system, along with the ABS reservoir. Each of thefive lines are connected to a manifold utilizing five open/closesolenoid valves controlled by the processor to manipulate the flow ofbrake fluid from the five service points of the vehicle to a used fluidtank in the housing of the machine. The timing and sequence of the fluidremoval is based on two factors. First, the selection of the appropriatemodes from among four separate service modes include ABS, non-ABS, frontwheel drive, and rear wheel drive.

The first factor is the selection of one of these modes by the user. Themachine will flush the brake cylinders according to the logic describedabove depending on the selection of the appropriate mode. As for thetiming of the fluid removal, each successive brake cylinder willexperience a slightly shorter drain period because the distance betweenthe next cylinder and the master cylinder is shorter than the previouswheel. The third and fourth wheels are then completed with shorter drainperiods, and then the ABS reservoir is drained last if necessary withthe duration of the ABS the shortest of all. The respective timeintervals for each drain operation can be run individually or groupedinto a total time interval for the complete operation, where theprocessor will allocate the different time periods based on the totalallotted fluid exchange operation.

That is, the processor will determine based on the total fluid exchangeoperation how long each individual brake cylinder drain period isallotted to complete the entire operation in the designated time. As anexample, for a nine minute fluid exchange operation without ABS thesequence may occur as follows: 190 seconds for the rear passenger brakecylinder, followed by 170 seconds for the rear driver brake cylinder,followed by 95 seconds for the front passenger brake cylinder andfinally 85 seconds for the front driver brake cylinder. Here, thesequence is carried out in a predetermined order and the timing of eachdrain operation is determined by the distance along a fluid conduitbetween the respective wheel and the master cylinder.

The above described embodiments and methods are exemplary and notexclusive, in order to better understand the meanings of the claimsbelow. Interpretation of the claims should not be limited in any mannerby the above described embodiments, but rather the scope and meaning ofthe claims is intended to be governed solely by the ordinary meaning ofthe terms as understood by one of ordinary skill in the art, in view ofthe teachings herein.

1-7. (canceled)
 8. An automatic brake fluid exchange machine for usewith a braking system having four discrete brake cylinders and a mastercylinder, comprising: a used fluid tank; a new fluid tank; a manifoldconnectable to four secondary brake cylinders corresponding to a frontdriver's side wheel, a front passenger's side wheel, a rear driver'sside wheel, and a rear passenger's side wheel; a suction pump connectingthe manifold to said used fluid tank for draining used brake fluid fromsaid four secondary brake cylinders; a pressure pump connecting the newfluid tank to the master cylinder; and a processor for opening andclosing the valves that couple the four secondary brake cylinders withthe suction pump, where the processor first opens and then closes eachvalve according to a predetermined sequence.
 9. The automatic brakefluid exchange machine of claim 8 including an actuator for initiatingthe predetermined sequence with a front axel.
 10. The automatic brakefluid exchange machine of claim 8 including an actuator for initiatingthe predetermined sequence with a rear axel.
 11. The automatic brakefluid exchange machine of claim 8 wherein said processor is programmedto first open and then close each valve coupling the four secondarybrake cylinders for a period that is dependent upon a distance betweenan associated wheel of said secondary brake cylinder and the mastercylinder.
 12. The automatic brake fluid exchange machine of claim 11wherein said processor is programmed to first open and then close eachvalve coupling the four secondary brake cylinders to correspond with auser selected time period for a complete fluid exchange operation. 13.The automatic brake fluid exchange machine of claim 8 wherein saidprocessor controls said pressure pump to deliver new fluid from said newfluid tank into said master cylinder simultaneously as said suction pumpsequentially withdraws used fluid from said four secondary brakecylinders.
 14. The automatic brake fluid exchange machine of claim 8wherein said manifold is further connectable to said anti-lock brakingsystem cylinder, and said processor sequentially opens and closes avalve connecting the suction pump to the anti-lock braking cylinder andopens and closes each valve coupling the four secondary brake cylindersto the suction pump according to a predetermined sequence.
 15. Theautomatic brake fluid exchange machine of claim 14 wherein saidprocessor is programmed to first open and then close each valve couplingthe four secondary brake cylinders and the valve connecting the suctionpump to the anti-lock braking cylinder for a period that is dependentupon a distance between an associated wheel of said secondary brakecylinder and the master cylinder and a distance between the anti-lockingbraking cylinder and the master cylinder.
 16. An automatic brake fluidexchange machine for use with a braking system having four discretebrake cylinders and a master cylinder, comprising: a used fluid tank; anew fluid tank; a manifold connectable to four secondary brake cylinderscorresponding to a front driver's side wheel, a front passenger's sidewheel, a rear driver's side wheel, and a rear passenger's side wheel; asuction pump connecting the manifold to said used fluid tank fordraining used brake fluid from said four secondary brake cylinders; apressure pump connecting the new fluid tank to the master cylinder; anda means for opening and closing the valves that couple the foursecondary brake cylinders with the suction pump, where said means firstopens and then closes each valve according to a predetermined sequencedetermined by a user.